WO2012129131A2 - Dispositif et procédé pour commander le fonctionnement d'une soupape dans un moteur à pistons - Google Patents

Dispositif et procédé pour commander le fonctionnement d'une soupape dans un moteur à pistons Download PDF

Info

Publication number
WO2012129131A2
WO2012129131A2 PCT/US2012/029574 US2012029574W WO2012129131A2 WO 2012129131 A2 WO2012129131 A2 WO 2012129131A2 US 2012029574 W US2012029574 W US 2012029574W WO 2012129131 A2 WO2012129131 A2 WO 2012129131A2
Authority
WO
WIPO (PCT)
Prior art keywords
intake
valve
exhaust
open position
skirt
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2012/029574
Other languages
English (en)
Other versions
WO2012129131A3 (fr
Inventor
David Cook
Dave Andre
Sungbae Park
Aleksander KOJIC
Hanho Song
Nalin Chaturvedi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE112012001356.5T priority Critical patent/DE112012001356B4/de
Priority to CN201280022185.5A priority patent/CN103534455B/zh
Publication of WO2012129131A2 publication Critical patent/WO2012129131A2/fr
Publication of WO2012129131A3 publication Critical patent/WO2012129131A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
    • F01L1/40—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with scavenging charge near top dead centre position, e.g. by overlapping inlet and exhaust time
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/06—Valve members or valve-seats with means for guiding or deflecting the medium controlled thereby, e.g. producing a rotary motion of the drawn-in cylinder charge
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/22—Valve-seats not provided for in preceding subgroups of this group; Fixing of valve-seats
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0246—Variable control of the exhaust valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/028—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation for two-stroke engines
    • F02D13/0284—Variable control of exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L2013/0089—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque with means for delaying valve closing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/48—Tumble motion in gas movement in cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure relates generally to internal combustion engines and, in particular, to controlling the valve operation of an internal combustion piston engine.
  • Internal combustion engines burn fuel to generate a drive torque, which may power numerous types of devices including handheld power tools, automobiles, and many other machines.
  • One type of internal combustion engine is a reciprocating engine or, as more commonly termed, a piston engine.
  • a typical piston engine includes an engine block, one or more pistons, a crankshaft, a valve assembly, and a fuel delivery system.
  • the engine block defines one or more cylindrical cavities, which are referred to simply as cylinders.
  • Some piston engines include only one cylinder, while other piston engines include eight or more cylinders.
  • this background describes a piston engine having only one cylinder.
  • the piston is a generally cylindrical unit that is positioned for movement within the cylinder.
  • a tie rod connects a bottom side of the piston to the crankshaft.
  • a portion of the cylinder located above a top side of the piston is referred to as a combustion chamber.
  • the valve assembly is connected to the engine block for fluid communication with the cylinder and, in particular, with the combustion chamber.
  • the fuel delivery system supplies the combustion chamber, either directly or indirectly, with a supply of fuel.
  • Piston engines may include additional components, systems, and subsystems as known to those of ordinary skill in the art.
  • the exemplary piston engine generates a drive torque by periodically burning a fuel within the combustion chamber.
  • Exemplary fuels include, but are not limited to, gasoline, diesel, ethanol, and alcohol. Burning the fuel within the combustion chamber generates a force, which causes the piston to move within the cylinder. Movement of the piston causes the crankshaft to rotate, thereby generating the rotational drive torque of the engine. The exhaust by-products of the burnt fuel are expelled from the combustion chamber through the valve assembly.
  • a stroke of the piston refers to the piston moving from near one end of the cylinder to near the opposite end of the cylinder.
  • a stroke occurs when the piston slides from near the top of the cylinder to near the bottom of the cylinder.
  • a stroke also occurs when the piston slides from near the bottom of the cylinder to near the top of the cylinder.
  • the four-stroke operation cycle sequentially performs four engine operations over the course of four strokes of the piston.
  • the strokes associated with these engine operations are commonly termed the intake stroke, the compression stroke, the power stroke, and the exhaust stroke.
  • the intake stroke the piston moves away from the valve assembly and draws fresh air into the combustion chamber.
  • fuel enters the combustion chamber.
  • the compression stroke the piston moves toward the valve assembly and compresses the fresh air and fuel mixture within the combustion chamber.
  • the fuel within the combustion chamber is burned to generate rapidly expanding gases, which are referred to as exhaust by-products.
  • the exhaust by-products force the piston away from the valve assembly.
  • a piston engine operating with the four-stroke operation cycle (referred to as a four- stroke engine) sequentially repeats these strokes very rapidly to generate the crankshaft drive torque.
  • Piston engines operating with a two- stroke operation cycle perform the four engine operations described above over the course of two strokes of the piston.
  • the strokes associated with these engine operations are commonly called a combination intake and compression stroke and a combination power and exhaust stroke.
  • the combination intake and compression stroke the piston moves toward the valve assembly to draw fresh air into the combustion chamber and to compress the fresh air and fuel within the combustion chamber.
  • the fuel within the combustion chamber is burned, which generates exhaust by-products and causes the piston to move away from the valve assembly.
  • the exhaust by-products are evacuated from the combustion chamber.
  • a piston engine operating with the two- stroke operation cycle (referred to as a two- stroke engine) sequentially repeats these strokes very rapidly to generate the crankshaft drive torque.
  • Both two-stroke and four-stroke engines may exhibit a process referred to as short circuiting. It is typically desirable for two-stroke and four-stroke engines to evacuate completely the exhaust by-products from the combustion chamber without allowing any portion of the fresh air and/or unburned fuel to be evacuated from the combustion chamber with the exhaust byproducts. During short circuiting, however, a portion of the fuel and/or fresh air is evacuated from the cylinder with the exhaust by-products. The fuel that is evacuated from the combustion chamber without being burned does not contribute to the generation of the drive torque. Accordingly, short circuiting reduces the fuel efficiency of an internal combustion piston engine. Therefore, further developments in the area of internal combustion piston engines are desirable.
  • a method of operating an internal combustion engine includes moving an exhaust valve to a first open position to enable an exhaust product to flow through an exhaust port of the internal combustion engine.
  • the method also includes maintaining the exhaust valve at the first open position for a predetermined time period. Additionally, the method includes moving an intake valve to a second open position during the predetermined time period to enable an intake product to flow through an intake port of the internal combustion engine.
  • an internal combustion engine includes an exhaust valve, an intake valve, a first blocking member, and a valve controller.
  • the exhaust valve is configured to move to a first open position to enable an exhaust product to flow through an exhaust port of the internal combustion engine.
  • the intake valve is configured to move to a second open position to enable an intake product to flow through an intake port of the internal combustion engine.
  • the first blocking member is configured to prevent at least a portion of the intake product from flowing through the exhaust port.
  • the valve controller is configured (i) to maintain the exhaust valve at the first open position for a predetermined time period and (ii) to move the intake valve to the second open position during the predetermined time period.
  • a method of operating an internal combustion engine includes operating the internal combustion engine in a four-stroke mode with a first valve positioning sequence. The method also includes adjusting a selection member to operate the internal combustion engine in a two-stroke mode. Additionally, the method includes operating the internal combustion engine in the two-stroke mode with a second valve positioning sequence.
  • FIG. 1 is a side cross sectional view of a portion of an internal combustion engine
  • FIG. 2A is a side cross sectional view of a cylinder head of the internal combustion engine of FIG. 1;
  • FIG. 2B is a bottom view of the cylinder head of the internal combustion engine of FIG. 1;
  • FIG. 2C is a flowchart illustrating an exemplary method of operating the internal combustion engine of FIG. 1;
  • FIG. 3 is graph showing an exemplary two-stroke valve positioning sequence of the internal combustion engine of FIG. 1;
  • FIG. 4 is a side cross sectional view of the internal combustion engine of FIG. 1 shown with the exhaust valve in an open position and the intake valve in a closed position;
  • FIG. 5 is a side cross sectional view of the internal combustion engine of FIG. 1 shown with the exhaust valve in an open position and the intake valve in an open position;
  • FIG. 6 is a side cross sectional view of the internal combustion engine of FIG. 1 shown with the exhaust valve in an open position and the intake valve in an open position;
  • FIG. 7 is a side cross sectional view of the internal combustion engine of FIG. 1 showing the tumble of an intake stream entering the combustion chamber of the engine;
  • FIG. 8 is an alternative embodiment of the internal combustion engine of FIG. 1 having an intake shroud associated with the intake valve and an exhaust shroud associated with the exhaust valve;
  • FIG. 9 is side cross sectional view of a cylinder head of the internal combustion engine shown in FIG. 8.
  • FIG. 10 is a side cross sectional view of an alternative embodiment of the cylinder head of the internal combustion engine of FIG. 1.
  • an internal combustion engine 100 includes an engine block 104, a piston 108, a cylinder head 112, and a valve controller 116.
  • the valve controller 116 may be configured to operate an intake valve 136 and an exhaust valve 140 of the cylinder head 112 in a manner that reduces or eliminates combustion chamber short circuiting.
  • the structure of the engine 100 and a method of operating the engine are described below.
  • the engine block 104 defines a cylindrical cavity, referred to as a cylinder 120. Although the engine block 104 is shown as defining only one cylinder 120, the engine block may define any number of cylinders. For example, the engine block 104 may define between one and eight or more cylinders.
  • a combustion chamber 128 portion of the cylinder 120 is defined by a top side of the piston 108 and a bottom side of the cylinder head 112.
  • the engine block 104 is formed from materials conventionally used to form known engine blocks.
  • the engine block 104 may be formed from aluminum or cast iron.
  • the piston 108 of the internal combustion engine 100 is slidably received by the cylinder 120.
  • the piston 108 is a generally cylindrical unit having a diameter slightly smaller than a diameter of the cylinder 120 to enable the piston to enter the cylinder.
  • the piston 108 is formed from aluminum; however, in other embodiments the piston may be formed from other materials conventionally used to form pistons, such as cast iron.
  • a tie rod 124, or other connection member, connects a bottom side of the piston 108 to a crankshaft (not shown) of the engine 100.
  • the cylinder head 112 is connected to the engine block 104 and includes a body 132, an intake valve 136, and an exhaust valve 140.
  • the body 132 of the cylinder head 112 defines an intake port 144, which is associated with the intake valve 136 and terminates an intake channel 148. Additionally, the body 132 of the cylinder head 112 defines an exhaust port 152, which is associated with the exhaust valve 140 and terminates an exhaust channel 156.
  • the body 132 of the cylinder head 112 is formed from aluminum. In other embodiments, however, the body 132 may be formed from other materials conventionally used to form cylinder heads including cast iron and steel. [0030] As shown in FIG.
  • the intake valve 136 includes an intake valve head 160 connected to an intake shaft 164.
  • the intake shaft 164 extends through a portion of the body 132 and is received by the valve controller 116 (FIG. 1).
  • the intake valve head 160 has an outer periphery, which corresponds to the periphery of the intake port 144. As shown in the embodiment of FIG. 2A, the outer periphery of the intake valve head 160 is circular.
  • the intake valve 136 may be moved to a closed position, which fluidly decouples the intake channel 148 from the cylinder 120. When the valve controller 116 moves the intake valve 136 to the closed position, an intake seat surface 166 of the intake valve head 160 becomes seated against an intake port surface 170 of the intake port 144.
  • FIG. 1 In the embodiment of FIG.
  • the intake seat surface 166 and the intake port surface 170 are generally disc or ring-shaped surfaces.
  • the valve controller 116 may move the intake valve 136 to an open position in which the intake channel 148 is fluidly coupled to the cylinder 120. When the valve controller 116 positions the intake valve 136 in the open position, the intake seat surface 166 is separated from the intake port surface 170 of the intake port 144.
  • the cylinder head 112 is shown with one intake valve 136, other embodiments of the cylinder head may include two or more intake valves.
  • the exhaust valve 140 includes an exhaust valve head 168 connected to an exhaust shaft 172.
  • the exhaust shaft 172 extends through a portion of the body 132 and is received by the valve controller 116.
  • the exhaust valve head 168 has an outer periphery, which corresponds to the periphery of the exhaust port 152.
  • the exhaust valve 140 may be moved to a closed position which fluidly decouples the exhaust channel 156 from the cylinder 120.
  • an exhaust seat surface 174 of the exhaust valve head 168 becomes seated against an exhaust port surface 182 of the exhaust port 152.
  • the exhaust seat surface 174 and the exhaust port surface 182 are generally disc or ring-shaped surfaces.
  • the exhaust valve 140 may also be moved to an open position in which the exhaust channel 156 is fluidly coupled to the cylinder 120.
  • the valve controller 116 moves the exhaust valve 140 to the open position the exhaust seat surface 174 is separated from the exhaust port surface 182.
  • the cylinder head 112 is shown with only one exhaust valve 140; however, in other embodiments, the cylinder head may include more than one exhaust valve.
  • the valve controller 116 may separate the intake valve 136 and the exhaust valve 140 from their respective ports 144, 152 by a distance that is referred to as a "lift" of the valves.
  • the lift 162 of the intake valve 136 is the distance between the intake seat surface 166 of the intake valve head 160 and the intake port surface 170 of the intake port 144.
  • the lift 190 of the exhaust valve 140 is the distance between the exhaust seat surface 174 and the exhaust port surface 182.
  • the lift 162 of the intake valve 136 and the lift 190 of the exhaust valve 140 are measured in a direction parallel to the direction of valve movement, and depending on the orientation of the engine 100, the lift may or may not be measured in a vertical direction.
  • the direction of valve movement is represented by the line 178 in FIG. 2A.
  • An exemplary lift of the intake valve 136 in the closed position is zero, and an exemplary lift of the intake valve in an open position is approximately five millimeters.
  • the cylinder head 112 further includes a first and a second blocking member shown as an intake skirt 176 and an exhaust skirt 180.
  • the skirts 176, 180 may be formed from the same material as the body 132 of the cylinder head 112, or the skirts may be formed from any material that is suitable for placement within the combustion chamber 128 of the engine 100 without becoming deformed or otherwise damaged.
  • the skirts 176, 180 may be connected to the body 132 with fasteners, by welding, or through a brazing process.
  • the skirts 176, 180 may also be machined from the body 132 of the cylinder head 112 such that the body and the skirts are formed from the same piece of material.
  • the skirts 176, 180 may be described as being connected to a ceiling of the combustion chamber 128.
  • the intake skirt 176 is positioned around at least a portion of the periphery of the intake port 144, such that the intake skirt has a substantially arcuate shape.
  • the intake skirt 176 is connected to the portion of the body 132 between the intake port 144 and the exhaust port 152 and is positioned around approximately half of the periphery of the intake port 144.
  • the intake skirt 176 has a height that is measured as the distance the intake skirt extends from the body 132, as represented by the line 184 (FIG. 2A). The distance that the intake skirt 176 extends from the body 132 decreases toward the lateral ends 202 (FIG. 2B) of the intake skirt.
  • the "height" of the intake skirt 176 may be determined as a maximum distance that the intake skirt extends from the body 132 as measured in a direction parallel to the direction of valve movement 178, and is not necessarily a vertical measurement. In another embodiment, the intake skirt 176 extends from the body 132 by an approximately constant distance.
  • the exhaust skirt 180 is similar in structure to the intake skirt 176.
  • the exhaust skirt 180 extends along at least a portion of the periphery of the exhaust port 152, such that the exhaust skirt has a substantially arcuate shape.
  • the exhaust skirt 180 is connected to the portion of the body 132 between the intake port 144 and the exhaust port 152 and is positioned around approximately half of the periphery of the exhaust port.
  • the exhaust skirt 180 has a height that is measured as the distance the exhaust skirt extends from the body 132, as represented by the line 188 (FIG. 2A). The height of the exhaust skirt 180 is shown as being greater than the height of the intake skirt 176.
  • the engine 100 is configured to receive an intake product via a fuel delivery system (not shown).
  • fuel delivery systems include, but are not limited to, direct fuel injection systems, port fuel injection systems, and carbureted fuel delivery systems.
  • fuel is ejected directly into the combustion chamber 128 without passing through the intake port 144.
  • an intake stream (represented by dashed arrow 196 in FIGS. 5 and 6) of fresh air flows through the intake port 144.
  • an intake stream 196 of fuel and air flows through the intake port 144.
  • the pressure of the intake stream 196 entering the combustion chamber 128 through the intake port 144 may be greater than the pressure within the exhaust channel 156.
  • the increased pressure of the intake stream 196 may be achieved with a forced induction device, such as a super charger or a turbo charger (neither of which are shown in the figures), among other devices known to those of ordinary skill in the art.
  • the valve controller 116 is connected to the body 132 of the cylinder head 112.
  • the valve controller 116 is configured to control independently the lift of the intake valve 136 and the lift of the exhaust valve 140.
  • the valve controller 116 may maintain the intake valve head 160 at a particular lift for a predetermined time period.
  • the valve controller 116 may maintain the exhaust valve head 168 at a particular lift for a predetermined time period.
  • the valve controller 116 may maintain the lift of the intake valve 136 and the lift of the exhaust valve 140 with mechanical elements or with a combination of the electrical and mechanical elements.
  • the valve controller 116 may be formed from any known valve controller apparatus such as an electro-hydraulic engine valve actuation system ("EHVS"), a variable valve actuation system (“VVA”), or a cam phaser valve control system.
  • EHVS electro-hydraulic engine valve actuation system
  • VVA variable valve actuation system
  • the valve controller 116 may include a selection member, shown as an actuator 192 in FIG. 1, for selecting a particular valve positioning sequence from multiple available valve positioning sequences.
  • the actuator 192 is an electronically-controlled switch; however, in other embodiments, the actuator may be a manually-controlled switch or any other type of selector assembly.
  • the valve controller 116 enables the internal combustion engine 100 to be operated as a two-stroke engine when a first valve positioning sequence is selected or as a four-stroke engine when a second valve positioning sequence is selected.
  • the actuator 192 is used to select a two-stroke or a four-stroke valve positioning sequence.
  • the valve controller 116 configures the engine 100 to operate in the four-stroke mode, the valve controller implements a valve positioning sequence, which enables the engine to execute the intake, compression, power, and exhaust strokes. In particular, during the intake stroke the valve controller 116 opens the intake valve 136 and closes the exhaust valve 140.
  • valve controller 116 closes both the intake valve 136 and the exhaust valve 140.
  • the valve controller 116 opens the exhaust valve 140 and closes the intake valve 136.
  • the valve controller 116 is capable of deviating from the above-described valve positioning sequence when operated in the four- stroke mode, such that the valve controller may implement any known valve positioning sequence used to operate an engine in the four-stroke mode.
  • valve controller 116 configures the engine 100 to operate in the two-stroke mode
  • the valve controller implements a different valve positioning sequence, which enables the engine to execute the combined intake and compression stroke and the combined power and exhaust stroke (or any other valve positioning sequence used to operate a two-stroke engine).
  • the engine 100 may generate approximately twice as much torque and power as when operated in the four-stroke mode.
  • the valve controller 116 may implement the valve positioning sequence shown in FIG. 3 when the engine 100 is configured in the two-stroke mode.
  • the chart of FIG. 3 illustrates the lift of the intake valve 136 and the lift of the exhaust valve 140 over the course of two strokes of the piston 108.
  • TDC top dead center
  • BDC bottom dead center
  • TDC top dead center
  • BDC bottom dead center
  • the piston 108 is positioned again at TDC. Also shown in FIG.
  • FIG. 3 is the height of the intake skirt 176 and the exhaust skirt 180 in relation to the lift of the intake valve 136 and the exhaust valve 140.
  • the valve positioning sequence shown in FIG. 3 will be described in further detail below with reference to accompanying FIGS. 1, 4, 5, and 6.
  • the relative heights of the intake skirt 176 and the exhaust skirt 180 may, in at least some embodiments, be specific to a particular engine 100 design.
  • the exhaust skirt 180 has a height that is greater than the height of the intake skirt 176; however, in another embodiment, the exhaust skirt has a height that is less than or equal to the intake skirt.
  • the valve positioning sequence shown in FIG. 3 is an exemplary positioning sequence.
  • the valve controller 116 may position independently the lift of the intake valve 136 and the exhaust valve 140 depending on the state of the engine 100. For example, the valve controller 116 may configure the exhaust valve 140 to open earlier than shown in FIG. 3 when the engine 100 is being operated above a particular engine speed.
  • the piston 108 is positioned at TDC (as shown in FIG. 1) and the intake valve 136 and the exhaust valve 140 are closed (zero lift), as illustrated at reference point "A" in FIG. 3.
  • the fuel within the combustion chamber is burned.
  • the burnt fuel generates a force, which moves the piston 108 away from the body 132.
  • the valve controller 116 opens the exhaust valve 140 (i.e. moves the exhaust valve toward an open position) with an increasing lift to enable the exhaust products to evacuate the combustion chamber 128 through the exhaust port 152.
  • the exhaust valve 140 reaches a position of maximum lift (as shown in FIG.
  • the solid arrows 206 illustrate a path taken by exhaust products as they are evacuated from the combustion chamber 128 through the exhaust port 152.
  • the valve controller 116 opens the intake valve 136 and reduces the lift of the exhaust valve.
  • the lift of the exhaust valve 140 is substantially equal to the height of the exhaust skirt 180 and the lift of the intake valve 136 is substantially equal to the height of the intake skirt 176.
  • “heights” that are “substantially equal” have a height differential less than two millimeters.
  • Opening of the intake valve 136 enables the intake stream (fresh air only for a direct injection system or fresh air and fuel for a port injection system), to enter the combustion chamber 128 through the intake port 144 as shown by the dashed arrow 196 of FIGS. 5 and 6.
  • the pressure of the intake stream is greater than the pressure within the exhaust channel 156.
  • the valve controller 116 maintains the lift of the exhaust valve 140 at approximately the height of the exhaust skirt 180 for a predetermined time period as shown by the horizontal portion of the exhaust valve position between the reference points C and E of FIG. 3.
  • the valve controller 116 moves the intake valve 136 toward an open position before the predetermined time period.
  • the piston 108 reaches the BDC position and then starts to move toward the TDC position.
  • the lift of the intake valve 136 is substantially equal to the height of the exhaust skirt 180 and is substantially equal to the lift of the exhaust valve 140.
  • the intake stream 196 has evacuated all/most of the exhaust by-products from the combustion chamber 128.
  • valve positioning sequence of FIG. 3 effectively scavenges the exhaust by-product from the combustion chamber 128.
  • the valve controller 116 decreases the lift of the intake valve 136.
  • the valve controller 116 starts reducing the lift of the exhaust valve 140, such that when the piston reaches the TDC position, both the intake valve 136 and the exhaust valve are moved to their closed position.
  • the fuel within the combustion chamber is burned and the valve positioning sequence illustrated in FIG. 3 is repeated.
  • the intake skirt 176 and the exhaust skirt 180 reduce the amount of short circuiting exhibited by the engine 100 when the engine is operated in the two-stroke and the four-stroke modes.
  • short circuiting occurs when fresh air and/or unburned fuel (represented by the intake stream 196 in FIGS. 5 and 6) exit the combustion chamber 128 through the exhaust port 152.
  • fresh air and/or unburned fuel represented by the intake stream 196 in FIGS. 5 and 6
  • both unburned fuel and fresh air exit the combustion chamber during short circuiting.
  • some direct fuel injection systems may exhaust both fresh air and unburned fuel during short circuiting
  • some port fuel injection and some carbureted systems may exhaust only unburned fuel during short circuiting.
  • the valve controller 116 introduces the condition in which short circuiting may occur by opening the intake valve 136 and the exhaust valve 140 simultaneously in a process referred to as positive valve overlap.
  • the intake valve 136 and the exhaust valve 140 may be open simultaneously in the four-stroke mode during the transition from the exhaust stroke to the intake stroke.
  • the intake valve 136 and the exhaust valve 140 are open simultaneously during portions of the first and the second strokes.
  • the fresh air and/or unburned fuel which exit the combustion chamber 128 during short circuiting, do not contribute to the generation of the drive torque. Accordingly, it is generally desirable to reduce short circuiting.
  • the intake skirt 176 reduces short circuiting by controlling the intake stream, such that fresh air and unburned fuel (arrows 196) flow away from the exhaust port 152 as the intake stream enters the combustion chamber 128 through the intake port 144.
  • the intake skirt 176 is positioned to contact the side of the intake valve 136 nearest to the exhaust port 152.
  • the contact between the intake valve 136 and the intake skirt 176 prevents the intake stream from entering the combustion chamber 128 on the side of the intake port 144 nearest to the exhaust port 152 and blocks the most direct path from the intake port to the exhaust port. Accordingly, most of the intake stream enters the combustion chamber 128 on the side of the combustion chamber furthest from the exhaust port 152, as shown by the dashed arrows 196 of FIG. 5.
  • the exhaust skirt 180 is positioned to contact the side of the exhaust valve 140 nearest to the intake port 144 to prevent the intake stream from entering the combustion chamber 128 and flowing directly through the exhaust port 152.
  • the intake skirt 176 and the exhaust skirt 180 establish a clockwise (with respect to FIGS. 5 and 6) intake stream flow path down the right side of the combustion chamber 128 across the top of the piston 108 and up the left side of the combustion chamber.
  • This relatively lengthy path encourages scavenging of the exhaust by-products and also ensures that the combustion chamber 128 is at least partially filled with fresh air and unburned fuel before any of the fresh air and/or fuel is in a position to exit the combustion chamber through the exhaust port 152.
  • the length of the path taken by the intake stream as a result of the intake skirt 176 and the exhaust skirt 180 may reduce oil consumption of the engine 100, among other benefits.
  • the intake skirt 176 and the exhaust skirt 180 also increase the tumble of the intake stream within the combustion chamber 128.
  • tumble refers to the flow of the intake stream around an axis that is approximately perpendicular to the direction of valve movement 178.
  • the intake skirt 176 and the exhaust skirt 180 may also increase the swirl of the intake stream within the combustion chamber 128.
  • swirl refers to the flow of the intake stream around an axis that is approximately parallel to the direction of valve movement 178.
  • Increased levels of tumble and/or swirl distribute the unburned fuel more completely through the combustion chamber 128, increase the overall turbulence within the combustion chamber, and thoroughly mix the fresh air with the unburned fuel. Additionally, high levels of tumble and swirl may also assist in atomizing the unburned fuel within the combustion chamber 128, thereby resulting increased engine 100 output power and torque.
  • FIG. 8 an alternative embodiment of the engine 100' is shown with the intake valve 136' and the exhaust valve 140' in a configuration that corresponds to the valve configuration of FIG. 6 (reference point D of FIG. 3).
  • the engine 100' of FIG. 8 includes the same components as the engine 100 of FIG. 1, except that the engine 100' includes an intake shroud 212' and an exhaust shroud 216' and does not include the intake skirt 176 and the exhaust skirt 180.
  • the intake shroud 212' is connected to the intake valve head 160' .
  • the intake shroud 212' extends upward from the intake valve head 160' for a distance approximately equal to the height of the intake skirt 176 (line 184, FIG. 2A).
  • the intake shroud 212' extends around a portion of the periphery of the intake valve head 160' and has a generally arcuate shape.
  • the intake shroud 212' may have a constant height or may have a height that decreases toward the lateral ends of the shroud.
  • Figure 9 illustrates a detailed view of the intake shroud 212' showing the intake valve 136' in an open position with a different lift than is shown in FIG. 8.
  • the intake shroud 212' contacts the intake port 144' to prevent the intake stream from entering the combustion chamber 128' through the side of the intake port 144' near the exhaust port 152' .
  • the intake shroud 212' may extend for a distance behind the intake shaft 164' as shown in FIG. 9.
  • the intake stream may enter the combustion chamber 128' from the side of the intake port 144' opposite the exhaust port 152'. Accordingly, the intake shroud 212' contributes to the reduction in short circuiting in a manner similar to the intake skirt
  • the exhaust shroud 216' is connected to the exhaust valve head 168'.
  • the exhaust shroud 216' extends upward from the exhaust valve head 168' for a distance approximately equal to the height of the exhaust skirt 180 (line 188, FIG. 2A).
  • the exhaust shroud 216' extends around a portion of the periphery of the exhaust valve head 168' and has a generally arcuate profile.
  • the exhaust shroud 216' may have a constant height or may have a height that decreases toward the lateral ends of the shroud.
  • the exhaust valve 140' is open and the exhaust shroud 216' contacts the exhaust port 152' to prevent the intake stream from flowing through the exhaust port. Accordingly, the exhaust shroud 216' contributes to the reduction in short circuiting in a manner similar to the exhaust skirt 180.
  • FIG. 10 an alternative embodiment of the intake valve 136" and the exhaust valve 140" is shown.
  • the intake valve 136" and its associated intake port 144" may be used with the internal combustion engine 100 of FIG. 1 in place of the intake valve 136 and the intake port 144.
  • the exhaust valve 140" and its associated exhaust port 152" may be used with the internal combustion engine 100 of FIG. 1 in place of the exhaust valve 140 and the exhaust port 152.
  • the intake valve 136" and the exhaust valve 140" have a geometry that serves to reduce short circuiting within the combustion chamber 128".
  • intake valve head 160 includes a steep inclined surface 220" and a shallow inclined surface 224", both of which direct the intake stream downward into the combustion chamber 128" instead of enabling the intake stream to flow laterally toward the exhaust port 152".
  • the steep inclined surface 220 merges gradually into the shallow inclined surface 224" around the periphery of the intake valve head 160".
  • the exhaust valve head 168 includes a steep inclined surface 228” and shallow inclined surface 232", which encourage exhaust product to flow through the exhaust port 152" on the side of the exhaust port nearest to the shallow inclined surface.
  • the exhaust valve head 168 and the intake valve head 160 are illustrated in FIG. 1 as being similarly sized, in other embodiments, the exhaust valve head and the intake valve head may have different dimensions.
  • the exhaust valve head 168 may have a diameter 1.5 times larger than a diameter of the intake valve head 160.
  • the exhaust valve 140 and the intake valve 136 may be referred to as poppet valves.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé de fonctionnement de moteur à combustion interne, consistant à placer une soupape d'échappement dans une première position ouverte pour permettre à un produit d'échappement de s'écouler par un orifice d'échappement du moteur à combustion interne. Le procédé selon l'invention consiste également à maintenir la soupape d'échappement dans la première position ouverte pendant une période prédéfinie. Ce procédé consiste encore à déplacer une soupape d'admission dans une seconde position ouverte, pendant ladite période prédéfinie, pour permettre à un produit d'admission de s'écouler par un orifice d'admission du moteur à combustion interne. En outre, ce procédé consiste à empêcher au moins une partie du produit d'admission de s'écouler par l'orifice d'échappement pendant la période prédéfinie, à l'aide d'un premier élément de blocage et d'un second élément de blocage.
PCT/US2012/029574 2011-03-22 2012-03-18 Dispositif et procédé pour commander le fonctionnement d'une soupape dans un moteur à pistons Ceased WO2012129131A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112012001356.5T DE112012001356B4 (de) 2011-03-22 2012-03-18 Verfahren und Vorrichtung zur Steuerung der Ventilbetätigung eines Kolbenmotors
CN201280022185.5A CN103534455B (zh) 2011-03-22 2012-03-18 一种内燃发动机及操作内燃发动机的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US13/053,389 2011-03-22
US13/053,389 US8555834B2 (en) 2011-03-22 2011-03-22 Device and method configured to control valve operation in a piston engine

Publications (2)

Publication Number Publication Date
WO2012129131A2 true WO2012129131A2 (fr) 2012-09-27
WO2012129131A3 WO2012129131A3 (fr) 2013-02-28

Family

ID=45937588

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2012/029574 Ceased WO2012129131A2 (fr) 2011-03-22 2012-03-18 Dispositif et procédé pour commander le fonctionnement d'une soupape dans un moteur à pistons

Country Status (4)

Country Link
US (1) US8555834B2 (fr)
CN (1) CN103534455B (fr)
DE (1) DE112012001356B4 (fr)
WO (1) WO2012129131A2 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011050241A2 (fr) * 2009-10-22 2011-04-28 Lim Technology, Llc Valve actionnée par un fluide et outil d'installation
JP6036128B2 (ja) * 2012-10-03 2016-11-30 株式会社Ihi ユニフロー掃気式２サイクルエンジン
US9038592B2 (en) * 2013-04-16 2015-05-26 Deere & Company Cylinder head comprising a shroud
DE102015212070A1 (de) * 2015-06-29 2016-12-29 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung, Kraftfahrzeug
CN107701305B (zh) * 2017-11-05 2019-12-27 南京理工大学 一种可变冲程的自由活塞发动机
WO2019161935A1 (fr) * 2018-02-26 2019-08-29 Volvo Truck Corporation Procédé de commande de système de groupe motopropulseur pendant un passage à la vitesse supérieure
CN114396329B (zh) * 2021-12-21 2023-01-03 哈尔滨工程大学 一种实现低速机排气分级分离的缸头分离阀结构

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB534161A (en) 1939-01-03 1941-02-28 Milo Ab Improvements in or relating to internal combustion engines of the four-stroke cycle type
FR2448032A1 (fr) 1979-02-05 1980-08-29 Semt Procede pour ameliorer le rendement d'un moteur a combustion interne notamment suralimente
US4945867A (en) 1988-08-12 1990-08-07 Toyota Jidosha Kabushiki Kaisha Two-stroke engine
US5031582A (en) 1989-04-26 1991-07-16 Volkswagen Ag Internal combustion engine providing scavenging with combustion chamber volume control
DE4012500A1 (de) 1989-04-26 1990-10-31 Volkswagen Ag Brennkraftmaschine, insb. zweitaktmaschine, mit brennraumspuelung durch frischgaszufuhr
AUPN567195A0 (en) * 1995-09-27 1995-10-19 Orbital Engine Company (Australia) Proprietary Limited Valve timing for four stroke internal combustion engines
JP3911945B2 (ja) 2000-01-28 2007-05-09 日産自動車株式会社 圧縮自己着火式内燃機関
US6318348B1 (en) * 2000-06-08 2001-11-20 Visteon Global Technologies, Inc. Stratified exhaust gas recirculation strategy for internal combustion engine
US6321715B1 (en) * 2000-06-23 2001-11-27 Visteon Global Technologies, Inc. Conjugate vortex stratified exhaust gas recirculation system for internal combustion engine
US6826905B2 (en) * 2002-06-04 2004-12-07 International Engine Intellectual Property Company, Llc Control strategy for regenerating a particulate filter in an exhaust system of an engine having a variable valve actuation mechanism
JP3991789B2 (ja) 2002-07-04 2007-10-17 トヨタ自動車株式会社 混合気を圧縮自着火させる内燃機関
DE10359087B3 (de) 2003-12-17 2005-05-19 Caterpillar Motoren Gmbh & Co. Kg Variable Ventilsteuerungseinrichtung
US7079935B2 (en) * 2004-03-19 2006-07-18 Ford Global Technologies, Llc Valve control for an engine with electromechanically actuated valves
US7107947B2 (en) * 2004-03-19 2006-09-19 Ford Global Technologies, Llc Multi-stroke cylinder operation in an internal combustion engine
FR2869644B1 (fr) * 2004-04-29 2006-06-16 Peugeot Citroen Automobiles Sa Procede de commande du fonctionnement d'un groupe de cylindres d'un moteur a combustion interne
US6959689B1 (en) * 2004-07-08 2005-11-01 Ford Global Technologies, Llc Engine expansion braking with adjustable valve timing
JP4423136B2 (ja) * 2004-08-20 2010-03-03 日立オートモティブシステムズ株式会社 内燃機関の気筒停止制御装置
JP4529713B2 (ja) * 2005-02-08 2010-08-25 トヨタ自動車株式会社 内燃機関の制御方法
DE102006041231A1 (de) 2006-09-02 2008-03-06 Deutz Ag Abgasrückführung bei einer Brennkraftmaschine
US7628136B2 (en) * 2007-04-17 2009-12-08 Chrysler Group Llc Engine control with cylinder deactivation and variable valve timing
US7958864B2 (en) * 2008-01-18 2011-06-14 Sturman Digital Systems, Llc Compression ignition engines and methods
US8132546B2 (en) * 2008-05-08 2012-03-13 Ford Global Technologies, Llc Control strategy for multi-stroke engine system

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Also Published As

Publication number Publication date
US8555834B2 (en) 2013-10-15
WO2012129131A3 (fr) 2013-02-28
CN103534455B (zh) 2016-08-17
DE112012001356B4 (de) 2021-12-02
DE112012001356T5 (de) 2013-12-19
US20120240887A1 (en) 2012-09-27
CN103534455A (zh) 2014-01-22

Similar Documents

Publication Publication Date Title
US8555834B2 (en) Device and method configured to control valve operation in a piston engine
EP3561255B1 (fr) Moteur à combustion interne haute performance ayant une gestion améliorée des émissions et procédé de commande d'un tel moteur
US7201121B2 (en) Combustion engine including fluidically-driven engine valve actuator
US10060386B2 (en) Piston for a cylinder of a combustion engine
CN102770633A (zh) 布置成在内燃机气缸内往复运动的活塞
CN103392055A (zh) 带有发动机制动的两行程对置活塞发动机
US7124717B2 (en) Method and device for operating an internal combustion engine
GB2432398A (en) Reciprocating piston sleeve valve engine with variable valve timing
US20130104840A1 (en) Internal combustion engine operable in homogeneous-charge compression mode
JP2011149428A (ja) 部分負荷の下で動作している直噴で過給式の多気筒内燃エンジンの残留燃焼ガス掃気方法
US20090064975A1 (en) Two-stroke combustion engine
JP2012219708A (ja) 可変圧縮比エンジン
KR20080092974A (ko) 액체 분사식 2-행정 연소 엔진
US10731600B2 (en) Piston with soot reducing piston bowl
GB2554719A (en) System for evacuating residual gases from pre-chamber of engine
EP3728814B1 (fr) Procédé de fonctionnement d'un moteur à combustion interne
JP2003097305A (ja) 対向一次および二次ピストンを備えた内燃機関
US20040221820A1 (en) Variable engine cycle engine
CN107110042A (zh) 柴油发动机以及用于起动柴油发动机的方法
US8875672B2 (en) Engine system having dedicated cylinder-to-cylinder connection
CN105464817A (zh) 可变压缩比发动机、汽车
US8943822B2 (en) Engine system having dedicated auxiliary connection to cylinder
FI121089B (fi) Puristussytytteinen polttomoottori ja menetelmä polttomoottorin käyttämiseksi
CN111836956A (zh) 用于控制内燃发动机装置的方法
CN119508056A (zh) 内燃发动机系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12713465

Country of ref document: EP

Kind code of ref document: A2

WWE Wipo information: entry into national phase

Ref document number: 1120120013565

Country of ref document: DE

Ref document number: 112012001356

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 12713465

Country of ref document: EP

Kind code of ref document: A2